Impact Absorption Device

Abstract

An impact absorption device includes: a pair of an upper wall portion and a lower wall portion extending in the vehicle front-rear direction and placed to face each other; and a plurality of ribs extending in the vehicle front-rear direction between the upper wall portion and the lower wall portion, the ribs being arranged at predetermined intervals in the vehicle width direction so as to divide a space between the upper wall portion and the lower wall portion into a plurality of sections extending in the vehicle front-rear direction. Among the sections, three consecutive sections in an arrangement direction of the sections are configured such that an interval between ribs constituting a central section in the arrangement direction is smaller than an interval between ribs constituting each of sections adjacently placed on both sides of the central section.

Description

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to Japanese Patent Application No. 2019-filed on Sep. 5, 2019, incorporated herein by reference in its entirety.

BACKGROUND

1. Technical Field

[0002] The present disclosure relates to an impact absorption device for a vehicle. Particularly, the present disclosure relates to an impact absorption device configured to absorb an impact applied to a side part of a vehicle.

2. Description of Related Art

[0003] For example, as described in Japanese Unexamined Patent Application Publication No. 2018-90021 (JP 2018-90021 A), there has been known an impact absorption device configured to absorb a collision energy when an object collides with a side part of a vehicle. The impact absorption device includes an upper wall portion and a lower wall portion extending in the vehicle front-rear direction below a doorway of the vehicle. The upper wall portion and the lower wall portion are distanced from each other in the vehicle height direction. The upper wall portion and the lower wall portion are placed so that their plate-thickness directions are along the vehicle height direction. A plurality of ribs is provided between the upper wall portion and the lower wall portion. A space between the upper wall portion and the lower wall portion is divided into a plurality of sections by the ribs. The width of each section (the interval between ribs) decreases as it goes from an end part side of the vehicle in the vehicle width direction to a central part side of the vehicle. In the meantime, as illustrated in FIG. 11, such an impact absorption device 1A has been known that the width of a section D.sub.n+1 (the interval between a rib R.sub.n+1, and a rib R.sub.n+2) is equal to or more than the width of a section D.sub.n (the interval between a rib R.sub.n and the rib R.sub.n+1).

[0004] When an object collides with a side part of a vehicle to which the impact absorption device 1A is applied, and the object presses the impact absorption device 1A to a central part side of a vehicle body in the vehicle width direction, the impact absorption device 1A deforms to be compressed in the vehicle width direction. That is, parts of the upper wall portion and the lower wall portion constituting the impact absorption device 1A buckle, the parts being placed between the ribs, so that the impact absorption device 1A deforms in a bellows manner. Hereby, a collision energy of the object is absorbed (see FIGS. 13, 14).

SUMMARY

[0005] In a case where an application direction of a pressing load to the impact absorption device 1A is parallel to an arrangement direction (the vehicle width direction) of the sections (see a first experiment in FIGS. 13, 14), the impact absorption device 1A deforms in a bellows manner as described above, so that the collision energy is absorbed efficiently. In the meantime, in a case where the application direction of the pressing load to the impact absorption device 1A is inclined from the arrangement direction (the vehicle width direction) of the sections (the application direction is directed diagonally downward (a second experiment in FIGS. 13, 14)), the impact absorption device 1A deforms to collapse downward (see FIG. 12). In this case, the upper wall portion partially remains without buckling, so that the collision energy may not be sufficiently absorbed (see FIGS. 13, 14).

[0006] The present disclosure provides an impact absorption device having improved collision-energy absorption performance. Note that, in the following description of each constituent feature of the present disclosure, a reference sign of a corresponding portion in an embodiment is described within a parenthesis to facilitate understanding of the present disclosure. However, the constituent features of the present disclosure should not be construed limitatively to a configuration of the corresponding portion indicated by the reference sign in the embodiment.

[0007] An impact absorption device according to an aspect of the present disclosure is an impact absorption device for absorbing a collision energy by deforming when an object collides with a side part of a vehicle from a lateral side of the vehicle toward a central part side of the vehicle in the vehicle width direction. The impact absorption device includes a pair of an upper wall portion and a lower wall portion, and a plurality of ribs. The upper wall portion and the lower wall portion extend in the vehicle front-rear direction in the side part of the vehicle. The upper wall portion and the lower wall portion are distanced from each other in the vehicle height direction and placed to face each other. The ribs extend in the vehicle front-rear direction between the upper wall portion and the lower wall portion. The ribs are arranged at predetermined intervals in the vehicle width direction so as to divide a space between the upper wall portion and the lower wall portion into a plurality of sections extending in the vehicle front-rear direction. Among the sections, three consecutive sections in an arrangement direction of the sections are configured such that an interval between ribs constituting a central section in the arrangement direction is smaller than an interval between ribs constituting each of sections adjacently placed on both sides of the central section.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Features, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like signs denote like elements, and wherein:

[0009] FIG. 1 is a plan view of a vehicle to which an impact absorption device according to one embodiment of the present disclosure is applied;

[0010] FIG. 2 is a perspective view of the impact absorption device in FIG. 1:

[0011] FIG. 3 is a front view illustrating a collision form of an object in a first experiment;

[0012] FIG. 4 is a schematic view illustrating a principle that an upper wall portion and a lower wall portion deform to outside or inside of a section;

[0013] FIG. 5A is a schematic view illustrating an outline of a deformation form of the impact absorption device in the first experiment;

[0014] FIG. 5B is a schematic view illustrating the outline of the deformation form of the impact absorption device in the first experiment;

[0015] FIG. 5C is a schematic view illustrating the outline of the deformation form of the impact absorption device in the first experiment;

[0016] FIG. 5D is a schematic view illustrating the outline of the deformation form of the impact absorption device in the first experiment:

[0017] FIG. 6 is a front view illustrating a collision from of an object in a second experiment;

[0018] FIG. 7A is a schematic view illustrating an outline of a deformation form of the impact absorption device in the second experiment;

[0019] FIG. 7B is a schematic view illustrating the outline of the deformation form of the impact absorption device in the second experiment;

[0020] FIG. 7C is a schematic view illustrating the outline of the deformation form of the impact absorption device in the second experiment;

[0021] FIG. 7D is a schematic view illustrating the outline of the deformation form of the impact absorption device in the second experiment;

[0022] FIG. 8 is a graph illustrating changes of a compressive load in the first experiment and the second experiment;

[0023] FIG. 9 is a graph illustrating changes of an impact absorption amount (a collision energy absorption amount) in the first experiment and the second experiment;

[0024] FIG. 10 is a front view of an impact absorption device according to a modification of the present disclosure;

[0025] FIG. 11 is a front view of an impact absorption device in a related art:

[0026] FIG. 12 is a schematic view illustrating an outline of a deformation form, in the second experiment, of the impact absorption device in the related art:

[0027] FIG. 13 is a graph illustrating changes of a compressive load in the first experiment and the second experiment in the impact absorption device in the related art; and

[0028] FIG. 14 is a graph illustrating changes of an impact absorption amount (a collision energy absorption amount) in the first experiment and the second experiment in the impact absorption device in the related art.

DETAILED DESCRIPTION OF EMBODIMENTS

[0029] An impact absorption device 1 according to an embodiment of the present disclosure will be described below. As illustrated in FIG. 1, the impact absorption device 1 is provided in each side part of a vehicle V such that the impact absorption device 1 is placed below a floor panel constituting a floor face of a vehicle cabin.

[0030] When an object OB (e.g., a columnar object extending in a vertical direction (see FIG. 3)) collides with a side part of the vehicle V from a lateral side of the vehicle V, the impact absorption device 1 is pressed by the object OB to a central part side of the vehicle V in the vehicle width direction. Hereby, the impact absorption device 1 deforms, so that a collision energy of the object OB is absorbed. An entry amount of a member constituting the side part of the vehicle V to the vehicle cabin is reduced by such an impact absorption function.

[0031] The impact absorption device 1 provided in a left side part of the vehicle V and the impact absorption device 1 provided in a right side part of the vehicle V have a symmetric shape in the right-left direction, and their other configurations are the same. In view of this, the following deals with the impact absorption device 1 provided in the left side part of the vehicle V, and the impact absorption device 1 provided in the right side part is not described herein.

[0032] As illustrated in FIG. 2, the impact absorption device 1 extends in the vehicle front-rear direction. The impact absorption device 1 is an extruded molded product formed integrally by extrusion of an aluminum material. The impact absorption device 1 has a tubular shape extending in the vehicle front-rear direction. The impact absorption device 1 is assembled to the vehicle V such that the extrusion direction of the aluminum material is along the vehicle front-rear direction.

[0033] As illustrated in FIG. 3, the impact absorption device 1 includes an upper wall portion U and a lower wall portion L. The upper wall portion U and the lower wall portion L are band-plate-shaped parts extending in the vehicle front-rear direction. The upper wall portion U and the lower wall portion L are placed such that their plate-thickness directions are along the vehicle height direction. The upper wall portion U and the lower wall portion L are distanced from each other in the vehicle height direction and are placed to face each other. A left end and a right end of the upper wall portion U are placed right above a left end and a right end of the lower wall portion L, respectively. The plate thickness of the upper wall portion U is equal to the plate thickness of the lower wall portion L.

[0034] Ribs R.sub.1 to R.sub.9 are provided between the upper wall portion U and the lower wall portion L. The ribs R.sub.1 to R.sub.9 are band-plate-shaped parts extending in the vehicle front-rear direction. Respective plate thicknesses of the ribs R.sub.1 to R.sub.9 are equal to the plate thickness of the upper wall portion U (the plate thickness of the lower wall portion L). The ribs R.sub.1 to R.sub.9 are placed such that their plate-thickness directions are along the vehicle width direction. First end parts, in the width direction (the vehicle height direction), of the ribs R.sub.1 to R.sub.9 are connected to a bottom face of the upper wall portion U, and second end parts, in the width direction, of the ribs R.sub.1 to R.sub.9 are connected to an upper face of the lower wall portion L.

[0035] The rib R.sub.1 is placed in the left ends of the upper wall portion U and the lower wall portion L. Further, the rib R.sub.9 is placed in the right ends of the upper wall portion U and the lower wall portion L. The ribs R.sub.2 to R.sub.8 are placed in this order at predetermined intervals as described below between the rib R.sub.1 and the rib R.sub.9. Hereby, a space between the upper wall portion U and the lower wall portion L is divided into eight sections D.sub.1 to D.sub.8. That is, a part between a rib R.sub.n (=.sub.1, 2, . . . , 8) and a rib R.sub.n+1 corresponds to a section Dn. In the following description, a "width d.sub.n of the section D.sub.n" indicates an interval (a distance in the vehicle width direction) between the rib R.sub.n and the rib R.sub.n+1 constituting the section D.sub.n. Further, a part, of the upper wall portion U, that constitutes the section D.sub.n (that is, a part between the rib R.sub.n and the rib R.sub.n+1) is referred to as an upper wall portion U.sub.n. Further, a part, of the lower wall portion L, that constitutes the section D.sub.n (that is, a part between the rib R.sub.n and the rib R.sub.n+1) is referred to as a lower wall portion L.sub.n.

[0036] A width d.sub.1 of the section D.sub.1, a width d.sub.2 of the section D.sub.2, and a width d.sub.3 of the section D.sub.3 are the same. A width da of the section D.sub.4 is slightly larger than the width d.sub.3 of the section D.sub.3, and a width d.sub.5 of the section D.sub.5 is further larger than the width d.sub.4 of the section D.sub.4. A width d.sub.6 of the section D.sub.6 is smaller than the width d.sub.5 of the section D.sub.5. A width d.sub.7 of the section D.sub.7 is larger than the width d.sub.6 of the section D.sub.6, and a width d.sub.8 of the section D.sub.8 is further larger than the width d.sub.7 of the section D.sub.7. More specifically, the widths d.sub.1 to d.sub.8 are set as illustrated in Table 1.

TABLE-US-00001 TABLE 1 d.sub.1 d.sub.2 d.sub.3 d.sub.4 d.sub.5 d.sub.6 d.sub.7 d.sub.8 3 mm 3 mm 3 mm 22.1 mm 27.2 mm 22.1 mm 33.2 mm 44.2 mm

[0037] Next will be described results (simulation results) of a first experiment and a second experiment about collision-energy absorption performance of the impact absorption device 1.

Result of First Experiment

[0038] In the first experiment, a columnar object OB was caused to collide, from the left side, with a central part of the impact absorption device 1 in the vehicle front-rear direction (see FIG. 3). Note that the object OB extends in the vertical direction and slides from the left side to the right side of the vehicle V. When the widths d.sub.1 to d.sub.8 were set as illustrated in Table 1, the sections D.sub.1 to D.sub.8 were crushed in this order as described below.

[0039] The following describes deformation forms (crush forms of the sections D.sub.1 to D.sub.8) of the impact absorption device 1. The object OB abuts with a left end face (a left surface of the rib R.sub.1) of the impact absorption device 1. Since the object OB has a columnar shape as described above, a pressing load is concentratedly applied to a linear part extending in the vehicle height direction, the linear part being an abutment part between the rib R.sub.1 and the object OB. Here, the upper wall portion U and the lower wall portion L are connected to an upper end part and a lower end part of the rib R.sub.1 in the vehicle height direction, respectively, and therefore, respective strengths of the upper end part and the lower end part of the rib R.sub.1 are higher than a strength of an intermediate part of the rib R.sub.1 in the vehicle height direction. On this account, the intermediate part of the rib R.sub.1 first bends slightly to the right side. As a result, apart (a left half part), of an upper wall portion U.sub.1, that is placed on the left side from a central part of the upper wall portion U.sub.1 deforms to rotate counterclockwise in the figure around a connecting portion UR.sub.1 between the rib R.sub.1 and the upper wall portion U. Further, a part (a right half part), of the upper wall portion U.sub.1, that is placed on the right side from the central part of the upper wall portion U.sub.1 deforms to rotate clockwise in the figure around a connecting portion UR.sub.2 between the rib R.sub.2 and the upper wall portion U. In the meantime, a part (a left half part), of a lower wall portion L.sub.1, that is placed on the left side from a central part of the lower wall portion L.sub.1 deforms to rotate clockwise in the figure around a connecting portion LR.sub.1 between the rib R.sub.1 and the lower wall portion L. Further, apart (a right half part), of the lower wall portion L.sub.1, that is placed on the right side from the central part of the lower wall portion L.sub.1 deforms to rotate counterclockwise in the figure around a connecting portion LR.sub.2 between the rib R.sub.2 and the lower wall portion L. As such, an intermediate part of the upper wall portion U.sub.1 buckles to project upward, and an intermediate part of the lower wall portion L.sub.1 buckles to project downward.

[0040] When buckling of the upper wall portion U.sub.1 and the lower wall portion L.sub.1 progresses, and the section D.sub.1 is completely crushed, so that the rib R.sub.1 abuts with the rib R.sub.2, the rib R.sub.2 starts to be pressed to the right side. As described above, the right half part of the upper wall portion U.sub.1 rotates clockwise in FIG. 4 around the connecting portion UR.sub.2, and the right half part of the lower wall portion L.sub.1 rotates counterclockwise in the figure around the connecting portion LR.sub.2. As a counteraction of a load causing such deformations, a load directed diagonally downward toward the left side is applied to a left half part of an upper wall portion U.sub.2, and a load directed diagonally upward to the left side is applied to a left half part of a lower wall portion L.sub.2. Hereby, the upper wall portion U.sub.2 and the lower wall portion L.sub.2 buckle to be folded to the inside of the section D.sub.2.

[0041] That is, the left half part of the upper wall portion U.sub.2 deforms to rotate clockwise in the figure around the connecting portion UR.sub.2. Further, a right half part of the upper wall portion U.sub.2 deforms to rotate counterclockwise in the figure around a connecting portion UR.sub.3. In the meantime, the left half part of the lower wall portion L.sub.2 deforms to rotate counterclockwise in the figure around the connecting portion LR.sub.2. Further, a right half part of the lower wall portion L.sub.2 deforms to rotate clockwise in the figure around a connecting portion LR.sub.3. Note that, since the upper wall portion U.sub.2 and the lower wall portion L.sub.2 buckle to be folded to the inside of the section D.sub.2, an uncrushed part slightly remains in the section D.sub.2.

[0042] The section D.sub.3 is crushed in the same form as the crush form of the section D.sub.1. That is, an upper wall portion U.sub.3 and a lower wall portion L.sub.3 buckle to project to the outside of the section D.sub.3 (see FIG. 5A). Further, the section Da is crushed in the same form as the crush form of the section D.sub.2. That is, an upper wall portion U.sub.4 and a lower wall portion L.sub.4 buckle to be folded to the inside of the section D.sub.4. Further, the section D.sub.5 is crushed in the same form as the crush form of the section D.sub.1. That is, an upper wall portion U.sub.5 and a lower wall portion L.sub.5 buckle to project to the outside of the section D.sub.5 (see FIG. 5B).

[0043] Then, the section D.sub.6 starts to be crushed. Here, the width d.sub.6 of the section D.sub.6 (that is, the length of an upper wall portion U.sub.6 and a lower wall portion L.sub.6 in the application direction of the pressing load (a buckling load)) is set to be smaller than the width d.sub.5 of the section D.sub.5 to be crushed before the section D.sub.6. Accordingly, buckling loads of the upper wall portion U.sub.6 and the lower wall portion L.sub.6 are higher than buckling loads of the upper wall portion U.sub.5 and the lower wall portion L.sub.5. In other words, the upper wall portion U.sub.6 and the lower wall portion L.sub.6 can be hardly affected by deformations of the upper wall portion U.sub.5 and the lower wall portion L.sub.5. That is, a part constituted by the sections D.sub.6 to D.sub.5 can be considered to be separated from a part constituted by the sections D.sub.1 to D.sub.5. Accordingly, the sections D.sub.6 to D.sub.5 are crushed in the same forms as those of the sections D.sub.1 to D.sub.3, respectively (see to FIGS. 5C, 5D). That is, the upper wall portion U.sub.5 and the lower wall portion L.sub.5 deform to project to the outside of the section D.sub.5. However, the upper wall portion U.sub.6 and the lower wall portion L.sub.6 buckle to project to the outside of the section D.sub.6 (see FIG. 5C) in a similar manner to the upper wall portion U.sub.1 and the lower wall portion L.sub.1 without being affected by the deformations of the upper wall portion U.sub.5 and the lower wall portion L.sub.5. Further, an upper wall portion U.sub.7 and a lower wall portion L.sub.7 buckle to be folded to the inside of the section D.sub.7. Further, an upper wall portion U.sub.8 and a lower wall portion L.sub.8 buckle to project to the outside of the section D.sub.8 (see FIG. 5D).

Result of Second Experiment

[0044] In the second experiment, the columnar object OB was caused to collide, from the left side, with the central part of the impact absorption device 1 in the vehicle front-rear direction (see FIG. 6), similarly to the first experiment. Note that, in the second experiment, as illustrated in the figure, the object OB is slightly inclined from the vertical direction (the vehicle height direction), that is, the object OB is inclined such that the upper side of the object OB is placed slightly on the right side from the lower side of the object OB. More specifically, the inclination angle of the object OB from the vertical direction is "5.degree.." In the present experiment, the sections D.sub.1 to D.sub.8 were crushed generally in the same forms as those in the first experiment, as described below.

[0045] That is, the sections D.sub.1 to D.sub.8 were crushed in this order. As illustrated in FIGS. 7A, 7B, the upper wall portion U.sub.1 and the lower wall portion L.sub.1 buckle to project to the outside of the section D.sub.1. Further, the upper wall portion U.sub.2 and the lower wall portion L.sub.2 buckle to be folded to the inside of the section D.sub.2. Further, the upper wall portion U.sub.3 and the lower wall portion L.sub.3 buckle to project to the outside of the section D.sub.3. Further, the upper wall portion U.sub.4 and the lower wall portion L.sub.4 buckle to be folded to the inside of the section D.sub.4. Further, the upper wall portion U.sub.5 and the lower wall portion L.sub.5 buckle to project to the outside of the section D.sub.5. Note that, in the present experiment, since the object OB is inclined as described above, a pressing load directed diagonally downward toward the right side is applied to each section D.sub.n. On that account, the lower wall portion L.sub.n buckles slightly earlier than the upper wall portion U.sub.n. Hereby, as illustrated in the figures, the sections D.sub.1 to D.sub.5 slightly tilt downward.

[0046] Subsequently, as illustrated in FIG. 7C, the upper wall portion U.sub.6 and the lower wall portion L.sub.6 buckle to project to the outside of the section D.sub.6. The section D.sub.6 is crushed as such, but as described above, the width d.sub.6 of the section D.sub.6 is set to be smaller than the width d.sub.5 of the section D.sub.5 to be crushed before the section D.sub.6. Accordingly, buckling strengths of the upper wall portion U.sub.6 and the lower wall portion L.sub.6 are higher than buckling strengths of the upper wall portion U.sub.5 and the lower wall portion L.sub.5. Accordingly, a difference between a buckling speed of the upper wall portion U.sub.6 and a buckling speed of the lower wall portion L.sub.6 is not so large. On this account, tilting in the section D.sub.6 is smaller than tilting in the section D.sub.5.

[0047] As illustrated in FIGS. 7C, 7D, the upper wall portion U.sub.7 and the lower wall portion L.sub.7 buckle to be folded to the inside of the section D.sub.7. Further, the upper wall portion U.sub.8 and the lower wall portion L.sub.8 buckle to project to the outside of the section D.sub.8. As illustrated in the figures, the sections D.sub.7, D.sub.8 also tilt slightly downward.

Effects

[0048] As described above, in these experiments, the width d.sub.6 of the section D.sub.6 placed in the intermediate part of the impact absorption device 1 in the vehicle width direction was set to be smaller than the width d.sub.5 of the section D.sub.5 placed on the left side of the section D.sub.6 (on a reverse side in the advancing direction of the object OB). Hereby, tilting of the whole impact absorption device 1 could be set to be smaller than that of the example in the related art illustrated in FIG. 11. Hereby, such a situation that an uncrushed part remains in a section in the impact absorption device 1 could be prevented differently from the example in the related art, and an absorption amount of a collision energy in the first experiment and an absorption amount of a collision energy in the second experiment could be set to the same level. That is, as illustrated in FIG. 8, the change characteristic of a pressing load to an entry amount of the object OB (a compression stroke of the impact absorption device 1) in the second experiment is generally the same as the change characteristic in the first experiment.

[0049] That is, with the impact absorption device 1, even in a case where the object OB collides (advances) in a direction slightly inclined from the arrangement direction of the sections D.sub.1 to D.sub.8 of the impact absorption device 1 (e.g., in a case where a vehicle having a relatively low vehicle height collides with a side part of a vehicle having a relatively high vehicle height), a collision energy can be absorbed sufficiently (see FIG. 9).

[0050] Further, as described above, the width d.sub.1 of the section D.sub.1 (that is, the length of the upper wall portion U.sub.1 and the lower wall portion L.sub.1 in a buckling-load direction) is set to be relatively small, so that a buckling load in the section D.sub.1 is relatively high. That is, as illustrated in FIG. 8, a pressing load to be applied to the impact absorption device 1 rises steeply at an initial stage just after the object OB collides with the impact absorption device 1. Note that a peak of the pressing load does not exceed an allowable load.

[0051] Note that, at the initial stage, the upper wall portions U.sub.2 to U.sub.8 and the lower wall portions L.sub.2 to L.sub.8 do not buckle. As described above, the abutment part between the object OB and the rib R.sub.1 is linear, and a load concentrates on the abutment part. However, in parts placed on the right side of the abutment part (particularly, the upper wall portions U.sub.4 to U.sub.8 and the lower wall portions L.sub.4 to L.sub.8), the pressing load disperses in the vehicle front-rear direction in those parts. Accordingly, even if the widths d.sub.n of the parts are large to some extent, the parts do not buckle. After that, as described above, the sections D.sub.2 to D.sub.8 are crushed in this order. However, in the course of crushing, the pressing load applied to the impact absorption device 1 does not exceed a predetermined allowable load. That is, in the course from a deformation start of the section D.sub.1 to a deformation end of the section D.sub.8, a state where a pressing load that was high to some extent was applied to the impact absorption device 1 could be maintained.

[0052] Further, in an impact absorption device 1A in the related art as illustrated in FIG. 11, an upper wall portion U.sub.n+1 and a lower wall portion L.sub.n+1 of a section D.sub.n+1 are affected by deformations of the upper wall portion U.sub.n and the lower wall portion L.sub.n of the section D.sub.n provided before the section D.sub.n+1. That is, the upper wall portion U.sub.n=2m-1 and the lower wall portion L.sub.n=2m-1 in the section D.sub.n=2m-1 (the sections D.sub.1, D.sub.3, D.sub.5, D.sub.7) buckle to project to the outside of the section D.sub.n=2m-1. In the meantime, the upper wall portion U.sub.n=2m and the lower wall portion L.sub.n=2m in the section D.sub.n=2m (the sections D.sub.2, D.sub.4, D.sub.6, D.sub.8) buckle to be folded to the inside of the section D.sub.n=2m.

[0053] On the other hand, in the impact absorption device 1 of the present embodiment, the width d.sub.6 of the section D.sub.6 is set to be smaller than the width d.sub.5 of the section D.sub.5 to be crushed before the section D.sub.6, so that the upper wall portion U.sub.6 and the lower wall portion L.sub.6 can be hardly affected by deformations of the upper wall portion U.sub.5 and the lower wall portion L.sub.5. Hereby, the upper wall portion U.sub.6 and the lower wall portion L.sub.6 can buckle to project to the outside of the section D.sub.6. Then, the upper wall portion U.sub.7 and the lower wall portion L.sub.7 of the section D.sub.7 are affected by the upper wall portion U.sub.6 and the lower wall portion L.sub.6 of the section D.sub.6, so that the upper wall portion U.sub.7 and the lower wall portion L.sub.7 buckle to be folded to the inside of the section D.sub.7. Further, the upper wall portion U.sub.8 and the lower wall portion L.sub.8 of the section D.sub.8 are affected by the upper wall portion U.sub.7 and the lower wall portion L.sub.7 of the section D.sub.7, so that the upper wall portion U.sub.8 and the lower wall portion L.sub.8 buckle to project to the outside of the section D.sub.8.

[0054] As described above, in the case of the impact absorption device 1A, when the section D.sub.8 is crushed, the upper wall portion U.sub.8 and the lower wall portion L.sub.8 buckle to the inside of the section D.sub.8, so that the upper wall portion U.sub.8 and the lower wall portion L.sub.8 are sandwiched between the rib R.sub.8 and the rib R.sub.9. On the other hand, in the case of the impact absorption device 1, when the section D.sub.8 is crushed, the upper wall portion U.sub.8 and the lower wall portion L.sub.8 buckle to the outside of the section D.sub.8, so that the upper wall portion U.sub.8 and the lower wall portion L.sub.8 are not sandwiched between the rib R.sub.8 and the rib R.sub.9. Accordingly, a compression stroke in the section D.sub.8 of the impact absorption device 1 is larger than a compression stroke in the section D.sub.8 of the impact absorption device 1A. Accordingly, collision-energy absorption performance of the impact absorption device 1 is higher than that of the impact absorption device 1A.

[0055] As described above, by generally optimizing the number of ribs R.sub.n and intervals therebetween (the number of sections D.sub.n and the width d.sub.n), the impact absorption device 1 reduced in weight and having improved collision-energy absorption performance can be achieved.

[0056] Further, the present disclosure is not limited to the above embodiment, and various alterations can be made within a range that does not deviate from the object of the present disclosure.

[0057] For example, in the above embodiment, the upper wall portion U and the lower wall portion L are placed in parallel to each other. However, for example, as illustrated in FIG. 10, the upper wall portion U may be inclined such that the left end of the upper wall portion U is placed below the right end of the upper wall portion U, and the lower wall portion L may be inclined such that the left end of the lower wall portion L is placed above the right end of the lower wall portion L. That is, a distance, in the vehicle height direction, of the left end of the upper wall portion U and the left end of the lower wall portion L may be set to be smaller than a distance, in the vehicle height direction, of the right end of the upper wall portion U and the right end of the lower wall portion L. In this configuration, in a case where the object OB collides with the impact absorption device 1 in a state where the object OB is slightly inclined to the arrangement direction of the sections D.sub.1 to D.sub.8 like the second experiment, for example, an angular difference between the application direction of a load to the lower wall portion L and the inclination direction of the lower wall portion L is relatively small, so that tilting of the impact absorption device 1 can be easily restrained.

[0058] Further, the number of sections in the impact absorption device 1 is not limited to the above embodiment, for example. Note that it is preferable that the width d.sub.n of one section D.sub.n placed in the intermediate part in the arrangement direction of the sections be set to be smaller than a width d.sub.n-1 and a width d.sub.n+1 of a section D.sub.n-1 and a section D.sub.n+1, adjacently provided on both sides of the one section D.sub.n, and the number of sections placed on the right side (in the advancing direction of the object OB) relative to the rib R.sub.n constituting the one section D.sub.n in the intermediate part be set to an odd number. In this configuration, the upper wall portion and the lower wall portion constituting a last section to be crushed buckle to project to the outside of the last section. Hereby, in comparison with a case where the upper wall portion and the lower wall portion constituting the last section to be crushed buckle to be folded to the inside of the last section, a large compression stroke can be achieved, so that collision-energy absorption performance can be set to be high.

[0059] Further, the width d.sub.6 of the section D.sub.6 that is a central section among three consecutive sections D.sub.5, D.sub.6, D.sub.7 in the impact absorption device 1 in the above embodiment is smaller than the width d.sub.5 of the section D.sub.5 and the width d.sub.7 of the section D.sub.7, the section D.sub.5 and the section D.sub.7 being adjacently placed on both sides of the section D.sub.6. The impact absorption device 1 includes a set part D.sub.5-D.sub.6-D.sub.7 constituted by the three consecutive sections as described above, but the impact absorption device 1 may include a plurality of set parts D.sub.5-D.sub.6-D.sub.7. Further, the central section D.sub.6 in the part D.sub.5-D.sub.6-D.sub.7 may be divided into a plurality of sections.

[0060] In an aspect of the present disclosure, an interval between ribs constituting one given section in a part adjacently placed on either side of the three consecutive sections among the sections may be equal to or more than an interval between ribs constituting an adjacent section adjacently placed on a reverse side of the one given section in the advancing direction of the object.

[0061] Further, in the aspect of the present disclosure, the number of sections placed on a forward side, in the advancing direction of the object, from a rib placed on the reverse side in the advancing direction of the object out of two ribs constituting the central section may be an odd number.

[0062] Further, in the aspect of the present disclosure, the upper wall portion and the lower wall portion may be placed in parallel to each other.

[0063] Further, in the aspect of the present disclosure, an interval, in the vehicle height direction, between first end parts of the upper wall portion and the lower wall portion may be smaller than an interval, in the vehicle height direction, between second end parts of the upper wall portion and the lower wall portion, the first end parts being placed on the reverse side in the advancing direction of the object, the second end parts being placed on the forward side in the advancing direction of the object.

[0064] In the impact absorption device according to the aspect of the present disclosure, a width (the interval between the ribs constituting the central section) of a part (hereinafter referred to as a first part) of each of the upper wall portion and the lower wall portion, the part constituting the central section, is smaller than a width of a part (hereinafter referred to as a second part) of each of the upper wall portion and the lower wall portion, the part constituting a section adjacently placed on either side of the central section. Accordingly, a buckling strength of the first part is higher than a buckling strength of the second part. Accordingly, even if the object collides with the vehicle in a state where the object is slightly inclined from the arrangement direction of the sections, a difference between a buckling speed of the upper wall portion in the first part and a buckling speed of the lower wall portion in the first part is not so large. On this account, tilting in the central section is smaller than tilting in the sections adjacently provided on both sides of the central section. As such, with the impact absorption device of the present disclosure, tilting in the central section is relatively small. In the example illustrated in FIG. 12, tilting caused in each section is accumulated, and an uncrushed part remains in a last section. However, in the impact absorption device of the present disclosure, tilting in a section crushed earlier than the central section can hardly affect the central section and sections subsequent to the central section, thereby making it possible to restrain an uncrushed part illustrated in the example of FIG. 7. Accordingly, the present disclosure can provide an impact absorption device having improved collision-energy absorption performance.

Claims

1. An impact absorption device for absorbing a collision energy by deforming when an object collides with a side part of a vehicle from a lateral side of the vehicle toward a central part side of the vehicle in a vehicle width direction, the impact absorption device comprising: a pair of an upper wall portion and a lower wall portion extending in a vehicle front-rear direction in the side part of the vehicle, the upper wall portion and the lower wall portion being distanced from each other in a vehicle height direction and placed to face each other; and a plurality of ribs extending in the vehicle front-rear direction between the upper wall portion and the lower wall portion, the ribs being arranged at predetermined intervals in the vehicle width direction so as to divide a space between the upper wall portion and the lower wall portion into a plurality of sections extending in the vehicle front-rear direction, wherein, among the sections, three consecutive sections in an arrangement direction of the sections are configured such that an interval between ribs constituting a central section in the arrangement direction is smaller than an interval between ribs constituting each of sections adjacently placed on both sides of the central section.

2. The impact absorption device according to claim 1, wherein an interval between ribs constituting one given section in a part adjacently placed on either side of the three consecutive sections among the sections is equal to or more than an interval between ribs constituting an adjacent section adjacently placed on a reverse side of the one given section in an advancing direction of the object.

3. The impact absorption device according to claim 1, wherein the number of sections placed on a forward side, in an advancing direction of the object, from a rib placed on a reverse side in the advancing direction of the object out of two ribs constituting the central section is an odd number.

4. The impact absorption device according to claim 1, wherein the upper wall portion and the lower wall portion are placed in parallel to each other.

5. The impact absorption device according to claim 1, wherein an interval, in the vehicle height direction, between first end parts of the upper wall portion and the lower wall portion is smaller than an interval, in the vehicle height direction, between second end parts of the upper wall portion and the lower wall portion, the first end parts being placed on a reverse side in an advancing direction of the object, the second end parts being placed on a forward side in the advancing direction of the object.

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